An 18 percent increase in peak power is a significant jump for the T100. The new motor revs an extra 500 rpm higher too. (Tim Keeton Impact Images/)

Whether you’re talking about the salt flats of Utah or the motorcycles of the British Midlands, it’s hard to think of a more iconic or evocative name than Bonneville. Named after the legendary speedway, the very first Triumph Bonneville, the T120, was launched back in 1959, and was a huge success for Triumph, creating an explosion in sales both in the US and across the globe. From Hollywood star to London rocker pushing for the ton, everyone loved the Bonnie.

As you’d expect, the parallel twin conforms to tight Euro 5 regulations, and service intervals are every 10,000 miles, reducing the cost of ownership to the customer. (Tim Keeton Impact Images/)

Fast-forward to ’21 and the name, if not the accent on pure speed, lives on. For the current model year Triumph essentially offers two street bikes: the Bonneville T120, which is powered by a 1,200cc parallel twin and has also seen an update for 2021, and the bike we have on test, the “entry-level” T100, a 900cc parallel twin with a slightly lower specification than the T120.

Updated to conform to Euro 5 emissions standards, power has been boosted by almost 20 percent over the old bike, with weight down by 8.8 pounds, while the suspension and brakes have been uprated. Peppered, too, with neat new touches, this is a substantial upgrade that brings it closer to the top-spec T120.

The 59 pound-feet of torque (the same as before) is now delivered at 3,750 rpm, 500 rpm higher, with 80 percent of the peak torque available from as little as 2,000 rpm to 7,000 rpm (Tim Keeton Impact Images/)

The Hinckley-based factory achieved the extra performance by adopting the lighter, more potent unit from the successful Street Twin, which was introduced in 2019. The result is a 9.9 hp increase giving 64 bhp at 7,400 rpm, while the new motor revs an 500 rpm higher too. Its 59 pound-feet torque is delivered at 3,750 rpm, 500 rpm higher than the older model. Upwards of 80 percent of the peak torque is available from as little as 2,000 rpm, all the way to 7,000 rpm.

For 2021 Triumph have dropped the T100’s weight by 8.8 pounds, and most of that saving has come via the new engine. (Tim Keeton Impact Images/)

The parallel twin has a classic burble to it, but sounds a touch flaccid on the move, and most customers will want a bit more engine noise to match the charm and appearance of the bike.

New Brembo caliper gripping the single disc, a significant upgrade from the old Nissin stoppers. Weight has been reduced, and brakes have improved in spec, therefore stopping has improved from the old bike. Nissin still activates the rear stopper. (Tim Keeton Impact Images/)

The good news is the boost in engine performance is instantly noticeable. That extra kick gives the T100 more zip and makes the ride livelier. With quoted peak torque remaining the same but now arriving slightly later, you do have to rev the T100 a little harder to make the most of its new oomph. But the new motor out-grunts the old from 3,500 rpm, while it will still happily chug along and pull from the bottom of the rev range without troubling the five-speed gearbox. And if you should rev it harder, 100 mph is easily achievable and even 110 mph, which wasn’t the case on the old bike.

ABS can’t be deactivated and isn’t lean sensitive. TC can be switched off at a standstill. (Tim Keeton Impact Images/)

OK, not everyone who buys a T100 will be interested in top speed. But that extra power comes in handy for quick overtakes, especially when you decide to overtake two or three cars instead of just one. And it’s invaluable when you add a pillion, which the T100 now accommodates with ease.

There is no IMU fitted to the Bonnie, which means lean angle is not taken into consideration—the rider aids are simply measuring wheel speed plus other sensors for gear and throttle position. (Tim Keeton Impact Images/)

For 2021 Triumph has reduced the T100′s weight by 8.8 pounds but there is no hiding the fact that at 503 pounds it remains a heavy bike for its class. That said, Triumph has revised the suspension settings and added a higher-spec fork for 2021, and there is a nice balance to the T100 which, combined with smooth fueling, makes it easy to ride at low speeds.

I love all the retro detailing around the bike: the original-looking pipes, the twist-turn fuel cap, the original-looking “carbs,” even the embossed Triumph logo on the bars, and brace across the front mudguard. (Tim Keeton Impact Images/)

That weight all but disappears as it flows through the British countryside. Stability is excellent, and well-thought-out ergonomics make it easy to hustle. The fork and twin shocks lack damping adjustment, and there’s only spring preload adjustment on the rear, but the T100 works straight out of the showroom. On occasions, the pegs meet the road to give you an indication of its limitations, and with a pillion or heavier rider on board some may want to add a little ride height to the rear.

This is a 2021 Bonneville, with modern fuel injection and rider aids, but it could easily be mistaken for an original—with a squint. (Tim Keeton Impact Images/)

The mechanical grip and feedback from the Pirelli Phantom rubber are faultless for this type of bike. The seat is wide and plush—there’s ample room for the pillion—and I rode 240 miles in one day and had no complaints comfortwise. The clocks retain an ornate look but are informative and easy to navigate—precisely what the customer requires.

With so many accessories you can really make the T100 your own, but you could quickly end up spending the family holiday money in the process. (Tim Keeton Impact Images/)

Triumph quotes 57.3 mpg (USA), and I attained just over 49.9 mpg. Ride the T100 as it was intended and you should reach around 58.2 mpg—that’s impressive and means you’ll only be looking for fuel once past the 200-mile mark.

Triumph essentially offers two models: the Bonneville T120 1,200cc, and the bike we have on test, the “entry-level” T100, a 900cc parallel twin with a slightly lower spec than the T120 but priced more affordably. (Tim Keeton Impact Images/)

As for the brakes. Yes, that is a Brembo caliper gripping the single disc, a significant upgrade from the old Nissin stoppers. Don’t worry, though, they are not racing spec, but instead progressive and friendly stoppers for new riders. A Nissin caliper still activates the rear stopper; ABS can’t be deactivated and isn’t lean sensitive.

There are 117 official accessories to choose from, and this bike is screaming out for some personalization. With so many accessories you can really make the T100 your own.

Despite the engineering challenges, the exhaust has a lovely flowing look to it. It’s just a shame it’s a little soulless. (Tim Keeton Impact Images/)

Verdict

The updated T100 is a brilliant jacket-and-jeans bike; turn off your cellphone and just enjoy the journey. I’d like a little more soul and character from the engine and exhaust tone—and it is pricier than the competition—but otherwise, this is a lovely bike to own, ride, and polish. Take it easy, take a T100 for a spin.

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The fork and twin shocks lack any damping adjustment, and there’s only preload on the rear. (Tim Keeton Impact Images/)

2022 Triumph Bonneville T100 Technical Specifications and Price

Source: MotorCyclistOnline.com